JANUARY 9, 1909.
New Rules for Trial Flights.
THE Aviation Committee of the Aero Club of
France has just issued certain rules to be observed in
connection with official flights to take place under their
observation. The first rule relates to the marking of the
course, and the second to its method of measurement.
It is further specified that the only recognised records in
flight are (r) records of distance, and (2) records of
duration. Specified distances and durations are men-
tioned which will alone be recognised, and flights in
which there is a descent will be placed in a different
category to those in which the aeroplane is aloft all the
time.
In effecting a flight, should an aviator touch one of
the marks with his machine, he will have to make a
complete circle of the post before continuing.
In making measurements, distances up to 5 kiloms.
must be measured direct. Distances between 5 and
50 kiloms. must be measured on an on mce map having
a scale of 1 : 80,000. Distances above 50 kiloms. will
be considered as equivalent to the length of the arc on
the surface of a globe, neglecting variations of altitude.
The recognised distances over which records may be
timed are as follows : 1, 2, 5, 10, 20, 50, 100, 200, 500,
1,000, 1,500, iScc, kiloms. Increments to be in units of
500 kiloms. for distances above i,oco kiloms.
Records for duration will be allowed as follows:
I, 1, 2, 3, 4, 5, 6, 10 and 24 hours. Durations above
24 hours to be by multiples of 24 hours. In both distance
and duration records, the Aero Club will recognise the
number of passengers carried.
Gross Airship No. 3.
ANOTHER Gross airship is being constructed in
Germany, and will be larger than its predecessor, besides
having many important modifications based on previous
experience.
Four Zeppelins for the German Navy.
FOUR Zeppelin airships have, it is stated, been
ordered for the German Navy, and the Admiralty has
been instructed to prepare floating docks for them.
They will be built under the personal superintendence of
Count Zeppelin, and will have a capacity of from 12,000
to 14,000 cubic metres each. They will cost about
^50,000 each, and are intended more for use as scouts
than as aggressive ships of war. Two are to be stationed
at Wilhelmshafen, and two at Kiel.
Capt- Hildebrandt's Airship.
CAI'T. HILDF.HRANDT, who published some little
while ago a book on ''Airships, Past and Present," has
just bought a dirigible from Messrs. Baldwin, the well-
known American aeronauts. The airship was tried at
Hammondsport, and is capable of remaining aloft for
5 hours; it is quite'a small machine.
CORRESPONDENCE.
*#* The name and address of the writer not necessarily tor
publication) MUST in all cases accompany letters intended for
insertion, or containing queries.
PROGRESS IN FLIGHT.
To the Editor of FLIGHT.
SIR,—I shall be very pleased if you will forward to me the first
copy of FLIGHT, together with a subscription form.
I was much interested in Mr. Moore-Brabazon's letter in The
Automotor Journal of January 2nd. It is a standing rebuke to
Englishmen that he can advise—and with good reason—any experi-
menters to go to France. In Paris one feels the beating pulse of
a new era. It causes no surprise if, on looking up, one sees a
" direagable " performing graceful evolutions ; picture postcards of
all the aeroplanes command a ready sale ; aeroplanes in flight forms
one of the chief advertisements for many of the cinematograph
entertainments; and on the evening following Wilbur Wright's
sensational high flying in connection with the " Height Prize," I saw
it reproduced on the cinematograph at a lecture given by the
Comte de la Vaulx on the "Conquete de l'Air." The humble
enthusiast is not regarded as an " amiable lunatic " in Franc?.
I was in Paris for a little over three months recently, and, not
being blessed with too much time or money, I had to wait for an
opportunity to visit Le Mans. At last it came—October 31st; a
friend was going to Le Mans on his car. I was doomed to some
degree of disappointment. A new carburettor float caused trouble
by not being a free fit on the spindle; a tyre punctured, and an
exhaust-valve spring broke ; with the result that we arrived at
Ativours just as Mr. Wright finished his flight for the day. To add
to our disappointment, we had come via Chartres, and had also
missed M. Bleriot's cross-country flight near that town.
I am afraid that I have trespassed on your valuable time, but
I must wish you every success with your new venture, FLIGHT, and
hope that it will do something to " wake up England."
I remain, Sir, yours faithfully,
Bristol, January 1st. G. H. CHALLENGER.
To the Editor of FLIGHT.
SIR,—In your last issue you publish a letter from Mr. Moore-
Brabazon ; w ith the views therein expressed I must entirely disagree.
If those who have enthusiasm in the direction of flight are to leave
for France, how is English enthusiasm to be generated ?
No one denies the apathy that exists here, but surely it is against
the tradition of our race to dismount at the first ditch and attend the
finish in a foreign car.
What of Voisin ? I ordered some propellers fifty days ago for my
flying machine. These were promised in eight days, but no doubt
with the great facilities (?) and the vast experience of this well-
known firm, we shall probably receive them before eight months
have elapsed.
Even in this retrograde and old-fashioned country, I have no
doubt I could have built and delivered within eight weeks of
accepting the order any aeroplane that was not more complicated
than either Wright's or Voisin's (Farman's). 7
Moreover, that the machine would b; English-built throughout,
and would compare favourably with other machines both for price,
finish, and weight.
One must, however, admire the efforts that our French friends
have made, and also we are bound to envy them the support they
receive.
The views here expressed in no way lessen my enthusiasm for the
efforts Mr. Moore-Brabazon has made; I only wish he would
translate them into English.
Yours faithfully,
Brook Street, Grosvenor Square, JACK HUMPHRY.
Jan. 4th.
A WANT—AN ENGINE FOR MODELS.
To the Editor of'FLIGHT.
SIR,-—It was with much pleasure that I welcomed the issue of
FLIGHT, as an independent journal, devoted to the science of
aviation, and I would add my small effort to what, I know, will be a
very torrent of applause.
The fact that you have expressed your willingness to throw open
your correspondence columns, I give as my excuse for troubling you
in what, at first sight, may seem a minor point.
Many of us, however, who are engaged in the construction of
model flying machines are met with a real difficulty in the matter of
engines with which to drive them.
The majority of small petrol motors—say up to ii-h.p.—are lar
too heavy and inefficient to be of much use for experimental nights,
and most other types are quite out of the question.
If you could see your way to giving this matter your attention,
you would be conferring a great boon on a large army ot really
serious workers.
It is also quite possible that some enterprising manufacturer is
only waiting for the hint to design a small engine for this special
purpose. . . . - ,
Yours faithfully,
' ' ' E. B. ELDRIDGE.
Oxford, January 5th.